Steam-engine



' (No Model.) 3 Sheets-Shet 1. W. J. LANE.

STEAM ENGINE.

No. 315,516. Patented Apr. 14, 1885 d 3 Sheets-Shet2.

W. J LANE.

' STEAM ENGINE.

Patented Apr; 14, 1885.

Z/ ,3 v z? v N. PETERS Wmlu-Ulhugnpher. Washinglon. ac

3 Sheets-Sheet 3-.

(N0 ModeL) J. LANE. STEAM ENGINE.

No. 315,516. Patented Apr. 14, 1885.

lu-Lilhographen Washin ton. D. C.

UNITED STATES PATENT OFFICE.

WILLIAM J. LANE, or POUGHKEEPSIE, NEW YORK.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent N 315,516, dated April 14,1885. Application file-d December 31, 1884. (No model.)

. i To all whom it may concern.-

Be it known that I, WILLIAM J. LANE, of Poughkeepsiefln the county ofDutchess and State of New York, have invented a new and usefulImprovement in Steam-Engines; and I do hereby declare that the followingis a full, clear, and exact description of the same.

My invention relates to steam-engines, and the objects sought to beaccomplished by the invention are, first, to simplify the structure andreduce the number of parts; second, to render the engine more compact inform; and, third, to obtain efficiency and speed in working.

The invention is based upon that class of engines in which the piston,in addition to its longitudinal reciprocation, has also a rotaryreciprocation, and is provided with ports which act, in connection withports in the cyl inder, as induction and eduction ports to admit anddischarge the steam.

The invention consists, first, of a steam-engine having a cylinderprovided with induction and eduction ports, a piston havingcorresponding ports, and a shaft arranged at right angles to the line ofmovement of the piston, with the crank of said shaft connected with thewrist-pin of the piston.

It consists, secondly, of a steam-engine cylinder provided withinduction and eduction ports, a piston having corresponding ports, ashaft arranged at right angles to the line of movement of the piston,and a crank on said shaft connected to a wrist-pin fixed in the side ofthe piston.

It consists, thirdly, of a steam-engine cyl- .inder havinginduction-ports,a piston having corresponding induction-ports andreciprocating in said cylinder longitudinally and laterally, a wrist-pinfixed in said piston, an opening in the cylinder adapted to permitthemotion imparted to the wristpin by the rotary and longitudinalreciprocation of the piston,

and exhaust-ports in the piston working in connection with the lateralopening in the cylinder, a crank on the shaft of the engineconnecteddirectly to the wrist-pin, and the exhaust-chamber inclosing thecrank-shaft and the wrist-pin opening.

It consists, fourthly, of a piston having chambered or sleeved endsmoving with rotary and longitudinal reciprocation in a cylinder havingclosed ends and lateral ports, ports in the piston,and a lateralwristpin connec tion between the said piston and the crank of the mainshaft.

It consists, fifthly, of a special form of antomatio cut-off adapted tobe operated by a governor in connection with the valve mech anism of theengine.

Further, it consists of details of construcing machine ofthe form shownin the accompanying drawings.

Figure 1 is a central vertical section along the driving-shaft andthrough the piston and cylinder, the position of the parts beingrepresented as on the half-stroke. Fig. 2 represents the machine inplan, the cylinder and piston being in section and the upper portion ofthe exhaust-chamber removed. The piston in this view is just beginningits stroke. Fig. 3 is a section on line so a: of Fig. 2, showing theposition of the piston and port when the piston is just beginning itsstroke. Fig. 4 is a section on the same line with the piston moved tothe opposite end of the cylinder and just beginning the return-stroke.The direction of rotary movement and of the currents of steam is shownby the arrows in said figures. Fig. 5 is a longitudinal section throughthe cylinder, showing the piston in side elevation, and also theinduction-ports, the piston being in the same position as in Fig. 2.Fig,

6 is a view of the cylinder detached, showing .tion, all as hereinafterfully set forth,whereby.

the invention is embodied in a practical workthe wrist-pin, the piston,and one of the educ- 1 tion-ports in the same. Fig. 7 is a front view ofthe crank-arm. Figs. 8 and 9 are views of. the ballbearing for thewristpin. Fig. 10 is a side elevation of the machine, partly in section,showing the cut-off valve and mechanism foroperatingthe same. of thevalve and the cylinder. Fig. 12 shows a front elevation of thefly-wheelwith the governor devices attached thereto.

In the drawings is represented an engine that takes steam on the center,cuts on at Fig.1l is a detail view one-half stroke, and commences toexhaust .nearly on the center, and closes the exhaust at a point tocushion up the exhaust to twenty-five pounds per square inch. Thecylinder A is closed at both ends with heads a a. Within this cylinderis placed a piston, 13, closely ICO fitting and adapted to reciprocateboth longitudinally and circumterentially. A wristpin, b, fixed to thispiston at its mid-length, projects radially through an opening, 0, inthe side of the cylinder. This opening in size and shape is fitted topermit the required movement of the wrist-pin, as hereinafter fullyexplained. The projecting end of the wristpin is connected with thecrank D of the engineshaft E by a ball-and-socket joint, and causes therotary reciprocation of the piston as it reciprocates longitudinally.The ball (1 is held in a socket in the crank, and has a central bearingfor the wristpin 1), which wristpin is fitted to slide and turn in theinterior bearing of the ball. The ball is made of two parts, as shown inFigs. 8 and 9, with the line of separation parallel with the axial lineof the wrist-pin. The upper half of the socket is shown in the samefigure, and is marked 0. It is held to the end of the crank byscrew-studs 1 1, and when the machine is set up the halfe fits upon theball; but the ends of this half do not bear upon the ends of the crankdirectly, but through the conical-pointed adjusting-screws w to only,and as the parts wear, by means of adjusting-screws w w and studs 1 1with these nuts, the upper half may be screwed down and held firmly inposition to compensate for the wear, the advance of the upper halfserving to take up the slack between the ball and the wrist-pin, and atthe same time between the exterior bearing-surface of the ball and itssocket. The crank D has a counterweight, D, and the shaft turns inbearings f f. The crank and counterweight turn in the exhaust chest F.The opening 0 is elliptical in form, as shown in Fig. 6, to correspondwith the movement of the wrist-pin as the piston reciprocates. It alsoserves as the eduction-port for both ends of the cylinder. An inductionport, 0, is formed on the opposite side of the cylinder. The piston ismade with a solid center, h, to which the wrist-pin is fixed. I11 orderto secure lightness and an increased bearing-surface extended asufficient distance each way from the wrist-pin, I prolong the ends ofthe piston in the form of sleeves, as represented at Z. By thisconstruction I obtain bearingsurface extended sufficiently to compensatefor the lateral strain thrown upon the piston by the position andworking of the wrist-pin. To compensate for the increased space left inthe ends of the cylinder by this construction, and to reduce theclearance, I provide cylinder-heads a a on the ends of thecylinder,having the inwardly-proj ecting portions I I, nearlycorresponding in form and size to the in- ;terior of the sleevest' t,but not fitting closely into the sleeves i, an annular space being left.between the portion I of the cylinder-head a and the interior of thesleeve 1' sufficient to permit the free passage and action of steam uponthat part of the piston formed by the ends of the sleeve i. The extentof this annular space-area of its cross-section may be left to thejudgment of the skilled enginebuilder; but I make it equal to the areaof cross-section of induction-port 0. These projections may be formedupon the cylinder heads, as indicated in the drawings, Fig. 2. or may befixed thereon in any convenient manner. As shown, theinwardly-projecting portions of the cylinder-heads are hollow. with theouter ends closed. Induction and eduction ports are formed in the solidcentral part of the piston, and lead from the interior of the sleevedends to the sides of the solid part of the piston, where theycommunicate with the portsin the cylinder. Theinductionports in thepiston are represented by 7c it, both open to the surface of the pistonby lateral mouths, one communicating with the interior of the sleeve atone end, and the other with the interior of the sleeve at the other end,of the piston in the manner shown by the horizontal section in Fig. 2.

It will be understood that for the admission of steam at the propermoment the external opening of the induction-ports in the piston shouldbe in a position to commence registering with the induction-port c inthe cylinder when the piston is at or near the end of its stroke. Atthis period of the revolution of the crank,when the engine is at ornearly on the center, the longitudinal movement of the piston is at itsminimum, while at the same time the rotary movement of the piston is atits maximum. Byreason of this the port opens with great rapidity. Theeductionports in the piston exhaust through the large opening. 0, inwhich the wrist-pin moves. Their location and movement are indicatedhereinafter. The precise relative size and location of the openings inthe piston with respect to the port 0 'forthe purpose of admitting andcutting off steam relatively to its stroke may be left to the discretionof the skilled workman. The positions are sufficiently indicated by theletters It 76 in Figs. 1, 2, 3, and 4., and a description sufficient forthe skilled workman is given hereinafter. To aid the workman, however,in constructing the first engine it may be proper to state that thepositions of the ports maybe conveniently determined by constructing theengine as shown in Figs. 1 to 9, inclusive, but without the ports in thepiston. After the engine is set up the shaft is turned so as to placethe piston successively at the points determined upon for taking steamand cutting off, and when the piston is thus placed at the proper pointsthe Workman can make marks on the piston through the port 0, and thus hecan indicate the position, size, and shape of the ports 7 exhaust-portjust above the point of crossing of the two lines.

6. The upper induction-port, 70, shown in Fig. 2, is then open and thelower eductionport, 1, of the other end of the piston (shownin Figs.3and 6 and in dotted lines Fig. 2)-

is also open, -moving along the margin of the elliptical opening 0 on anelliptical path curved reversely to that of the nearest margin oftheellipse 0. .At this tin ethe,inductiomport k,

leading to the right-hand end of thepiston, is closed, the port of thepiston no longer reg.

istering with that of the cylinde-lzThe eduction-port lof the left-handend of Fig. 6 (upper part of Fig.2) is closed by reason of theeduction'piston port moving outside of the. elliptical opening 0. As thepiston approaches the right-hand end of the cylinder the piston isrocked in reverse direction, and the lowerinduction-port, k,'Fig. 1, isbrought up. and

forward into-line with the port 0 of the cylin der, thus making steamconnection with that end of the cylinder. The form of theinduction-ports of the piston and their movement in relation to theportc of the cylinder isillustrated in Fig. 5. The form of the mouth ofthe induction-ports on the surface of the piston is shown at m, asection of the same being shown in Fig. 2. It will be borne in mind thatFig. 5 is a view from the opposite side of Fig. 6, with the cylinder inlongitudinal section, and showing the side of the piston oppositeto thatwhich .carries the wrist-pin. The mouth of the port 0 in the cylinder isround, but the induction-ports k 70 in the piston are somewhat elongatedto give the engine steam the required distance on the stroke.

The same result may be attained by increasing the diameter of port 0 andmaking the ports is round and of equal diameter with port 0. Thus, inthe drawings, if port 0 were made fifty per cent; larger in diameter,and ports is k of equal size with it and in proper position, steam wouldbe taken and carried same as with ports shown. In Fig. 5 the lower port,70, has passed the port 0 and is closed. The upper induction-port hasbeen carried by direct and rotary movement over and downward, as

shown by the feathered end of the arrow 2, till the end of the elongatedport is opened. Further movement of the piston causes the mouth of theport It to pass over the port 0, thus causing the engine to take steamduring a portion of the stroke proportioned to the length of said mouthand the width or diameter of the port a. As the rear end of the mouth ofport it passes the port 0 it moves upward and over by path indicated bypoint of arrow 2 by reason of the downward movement of the wrist-pin bon the other side of the piston. The path of the closed port isindicated by The direction of the movement of the wrist-pin is shown bythe upper arrow in Fig. 6. The piston is therefore moving from left toright, as represented byFig.

through the cylinder Q and valve q.

the arrow 3, this port being open when the leading end of the elongatedmouth is brought to the port 0. These mouths of the ports k in thepiston have the proper curve to correspond to their line of movement. Asbefore intimated, I do not here undertake to indicate the preciserelative length of the mouths of the ports or at precisely what pointinthe stroke the steam is cut off, leaving this tothe' skill of theworkman. I have not indicated in Fig. 5 the position of theeduction-ports, but they are shown sutticiently in theFigs. 1, 2, and 6,and their movements indicated by the arrows. Arrow 4 in Fig. 6 shows thepath and direction of the wristpin, arrow 5 the direction of movement ofthe eduction-port.

The ports are in the same position in Fig.2.and

arrow 5 there indicates the direction ofmovement of the port, whilearrow6 illustrates the direction in which the other eduction-port moves. Theeduction=ports of the piston are shown as round, and the length of timeduring which they are open depends upon their position, the shape ofopening 0, and the pathon chamber F,inclosing the crank and wrist-pin,is

haust steam passes. The port 0 is located. a

little above the lowest part of acircle described by. the crank or partsconnected therewith. In order .to provide perfect lubrica tion for allparts of the engine in contact with steam, I introduce a suitablelubricant by means of an ordinary automatic feeder "attached to thesteam-supply pipe. In order to retain this lubricant aslong as possiblein the exhaust-chamber F, I place the opening for exhau st-pipe abovethe bottom of the chamber, in order that the water resulting fromcondensawhich they move across the opening. The:

tion due to radiation, expansion of steam, 1

and conversion of heat into work may collect therein, and with the oilpreviously referred to may be dashed and sprayed by the revolution ofthe crank and caused to keep all hearings in connection with thischamber thoroughly lubricated, as well as to prevent their becoming hot,the water acting as a vehicle for the more perfect conveyance of theoil,and also to prevent the possibility of temperature of said bearingsrising sensibly above that due to the exhaust-steam, or about 212. Inthe figures particularly described above no governor is represented, andI contemplate the use of any suitable governor of the ordinarythrottling type in connection with this engine. I have shown, however,(10, 11, and 12,) an improved form of automatic cut-off adapted to thisengine, but not limited strictly thereto in its use. On the hollow stemof the steam-port c is set, at right angles to the passage-way in saidstem,a small closed cylinder, Q. Within it is a tight-fitting rotaryvalve,

' Steam is admitted to the port 0 only The valve has two openings, 7 7,adapted-as the valve turns to register with the port 0.

The

valve g makes the same number of revolutions as the main shaft, and solong as the ports 7 of the valve (1 register with the port a at the sametime that the ports do so the valve (1 will remain of no effect; but ifthe valve g be moved forward in its revolution with reference to themain shaft E to the extent (in the case of the engine shown in thesedrawings) one-fourth revolution or less in advance of the revolution ofthe main shaft E, it will close the port 0 and cut off steam at a pointanywhere between the commencement ofthe stroke of the piston and itshalf-stroke, and, as the pistonB keeps the port a closed after thehalf-stroke, it follows that steam will be admitted to the cylinder atboiler-pressure practically and may be cut off'sharply at such point asmay be necessary to do the work. It is manifest, however, that the sameresult may be reached byusing a smaller valve, q, or one of same size,if preferred, and having one port only cut through it, and geared torevolve twice to each revolution of the main shaft. The valve is gearedto the driving mechanism, as hereinafter described, so that it revolvesonce with each revolution of the engine. WVhen the engin'e is runningunder a full load, or up to the limit ofits capacity, the movement ofthe ports in the valve coincide with those in the piston, both openingand closing communication with the port 0 at the same time. The valve qis therefore under such conditions Without effect. The proper advance ofvalve q is caused by the mechanism shown in Figs. 10, 11, and 12. Astherein shown,the cut-off valve is connected by suitable intermediatemechanism to governor-weights pivoted within the inner periphery of thefiy-wheel, said weights being capable of a movement toward and from thecenter of the wheel, and being held in that part of their path nearestthe center of the wheelwhen the engine is running below an ordinary rateof speed by means of springs. The connecting mechanism is arranged, asbefore stated, so that while the engine is running below proper rate ofspeed, and the weights are in the position mentioned, the valve will beturned once with every revolution of the shaft E; but as the engineattains its proper speed the centrifugal force of the weightswi1lo'vercome the tension ofthe springs and the weights will moveoutward,thereby giving the connecting mechanism a movement additional toand in advance of the regular movementimparted by the fly-wheel,whichwill advance the valve, cut off steam sharply earlier in the stroke, andkeep the engine at a uniform rate of speed. This mechanism is now to beparticularly described. The valve-stem 10 passes through a stuffing-box,as shown, and has a hearing at 11 in the bracket 12 depending from thehead of the valve-chamber. A mitergear, 18, upon this stem meshes with asimilar gear on the end of the countershaft E, which has a bearing atone end in the bracket and at the other at 14, as shown. At the end ofthis shaft is keyed a gear-wheel, e, which meshes with a gear-wheel, f,loose on the main drivingshaft E.

On the inner periphery of a wheel, which may be the band-wheel,fly-wheel, or an independent wheel for this purpose, and in the samediameter thereof, are pivoted governorweights h, (either one or two, twobeing shown,) the free ends of which have a limited movement between thehub of the fly wheel and the inner periphery thereof. Springs 15 15,attached to the weights and to the flywheel, are adjusted in regard totension to keep the weight inward when the engine is overloaded andnjotrunning up to the ordinary rate of speed. Atthefree ends of the weightsare secured links 16 16, which form the con nection between the drivingand governor'devices of the valve and theintermediate mech- I anism tothe same, said links being secured to the loose gear at 17 17.

Supposing the engine running under a full load, or below a proper rateof speed, the weights will then be inward, as shown in full lines ofFig. 12, being so held by the springs 15 15. The regular movement of thefly-wheel will then be imparted to the loose pinion through the links 1616, and thence through the gear 6, shaft E, and miter gear to the valve,making the movement of the parts of the said valve coincide with that ofthe parts of the piston. With a proper load upon the engine, however,and a sufficient pressure of steam, the weights will move outward byreason of their centrifugal force overcoming the tension of the springs.This outward move ment of the weights will draw upon the links 16 16,and give the loose gear an additional movement in advance of its regularrotary movement, which will have the effect through the intermediatemechanism of advancing the valve, cutting off the steam sharplyearlierin the stroke, and maintaining practically the uniform speed ofthe engine.

The springs are secured to eyebolts in the wheel, by means of which anydesired amount of tension may be given them. Should any change of loador steam-pressure occur, the weights h instantly adjust themselves, byreason of the slight change of speed, to the altered condition, and thecut-off takes place at the proper point to maintain the desired speed.This cut-off mechanism does not in any way affect the opening andclosing of the exhaust-ports of the engine, which are not variable, butopen and close at the same point in the stroke and to the same extentunder all changes of load or cut-off, thus permitting a perfectly freeexhaust and fixed amount of cushioning unaffected by variations ofspeed, load, or point of cut-off of steam supply.

I claim as my in.vention 1. A steam-engine consisting of a cylinderprovided with induction and eduction ports,

a piston working therein having corresponding ports, a crank-shaft setin bearings at right angles to the piston, with the crank con- I 7. In asteam-engine, a cylinder having an nected to a wrist-pin fixed in thepiston, substantially as described.

-2. In a steam-engine, a cylinder having induction andeduction ports, apiston working therein, and having corresponding ports opened and closedby the longitudinal and r0- tary reciprocation of the piston,and awrist-pin fixed in the piston and connected directly to thecrank,substantially as described.

3. In a steam-engine, a cylinder having an induction port and asubstantially elliptical side opening, a piston having induction andeduction ports arranged to take steam by the lateral and longitudinalreciprocation of the piston, and by the same movements to exhaustthrough said elliptical opening, and a wrist-pin fixed to the piston andmoving in the elliptical opening, said wrist being connected to thecrank-shaft, substantially as described.

4. In a steam-engine, a cylinder having an inductionport and asubstantially elliptical side opening, a piston having induction andeduction ports arranged to take "steam by the lateral and longitudinalreciprocation of the piston, and by the same movements to exhaustthrough said elliptical opening, a wrist-pin fixed to the piston andmoving in the elliptital opening, said wrist-pin being connecteddirectly to the crank, and an exhaust chamber covering the ellipticalopening and inolosing the crank, all substantially as described.

5. In a steam-engine, a piston having chambered ends and a solid centercarrying a wristpin, and having also ports with corresponding ports anda wrist-pin aperture in the cylinder, substantially as described.

6. In a steameng'ine, a piston having chambered ends and a solid centercarrying a wristpin, and having also ports with corresponding ports anda wrist-pin aperture in the cylinder,'and inwardly-projectingcylinder-heads to reduce clearance, substantially as described.

induction-port, c, and an aperture, 0, apiston having a wrist-pin settherein and pro ecting through the aperture 0, induction-ports .70 is,having elongated mouths, and eductionports Z Z, arranged to move acrossthe aperture O as the piston reciprocates.

8. In a steam-engine, an automatic cut-oft consisting of a rotarycylindrical valve having ports on its opposite sides, said valve beinglocated in a cylinder in the steam-supply passage, and connectionsbetween said valve,.

and a governor arranged to cause the valve to rotate in unison with themovement of the in duction-valve at a prescribed rate of speed of theengine, and to move in advance of the induction-valve when the speed ofthe engine exceedsthe prescribed limit, substantially as described.

9. In combination with the induction-port an exhaust-chamber inolosingthe crank, having a port for discharging steam therefrom situated abovethe lowest part of the circle described by the path of the crank,substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

WVILLIAM J. LANE.

WVitnesses:

F. W. DAVIS, J AS. WV. RUsT.

